System and method for controlling a marine vessel

ABSTRACT

A method for controlling a marine vessel having first and second steering nozzles and first and second trim deflectors comprises generating at least a first set of actuator control signals and a second set of actuator control signals. The first set of actuator control signals is coupled to and controls the first and second steering nozzles, and the second set of actuator control signals is coupled to and controls the first and second trim deflectors. The acts of generating and coupling the first set of actuator control signals and the second set of actuator control signals result in inducing any of a net yawing force, a net rolling force, and a net trimming force to the marine vessel without inducing any other substantial forces to the marine vessel by controlling the first and second steering nozzles and the first and second trim deflectors. Also disclosed is a system for controlling a marine vessel.

RELATED APPLICATIONS

This application is a continuation of and also claims priority under 35U.S.C. § 120 to U.S. patent application Ser. No. 13/915,131, which wasfiled Jun. 11, 2013, which is a continuation of and claims priorityunder 35 U.S.C. § 120 to U.S. patent application Ser. No. 12/624,994,which was filed Nov. 24, 2009, which is a continuation of and claimspriority under 35 U.S.C. § 120 to U.S. patent application Ser. No.11/286,768, which was filed on Nov. 24, 2005, and claims priority under35 U.S.C. § 119(e), to U.S. provisional patent application Ser. No.60/630,818, which was filed on Nov. 24, 2004. U.S. patent applicationSer. No. 11/286,768 also claims priority, under 35 U.S.C. § 119 (e), toU.S. provisional patent application Ser. No. 60/682,218, which was filedon May 18, 2005. Each of the above-identified applications is hereinincorporated by reference.

FIELD OF THE INVENTION

The present invention relates to marine vessel propulsion and controlsystems. More particularly, aspects of the invention relate to controldevices and methods for controlling the movement of a marine vesselhaving waterjet propulsion apparatus and trim deflectors.

DESCRIPTION OF THE RELATED ART

Marine vessels have a wide variety uses for transportation of people andcargo across bodies of water. These uses include fishing, military andrecreational activities. Marine vessels may move on the water surface assurface ships do, as well as move beneath the water surface, assubmarines do. Some marine vessels use propulsion and control systems.

Various forms of propulsion have been used to propel marine vessels overor through the water. One type of propulsion system comprises a primemover, such as an engine or a turbine, which converts energy into arotation that is transferred to one or more propellers having blades incontact with the surrounding water. The rotational energy in a propelleris transferred by contoured surfaces of the propeller blades into aforce or “thrust” which propels the marine vessel. As the propellerblades push water in one direction, thrust and vessel motion aregenerated in the opposite direction. Many shapes and geometries forpropeller-type propulsion systems are known.

Other marine vessel propulsion systems utilize water jet propulsion toachieve similar results. Such devices include a pump, a water intake orsuction port and an exit or discharge port, which generate a water jetstream that propels the marine vessel. The water jet stream may bedeflected using a “deflector” to provide marine vessel control byredirecting some water jet stream thrust in a suitable direction and ina suitable amount.

In some applications, such as in ferries, military water craft, andleisure craft, it has been found that propulsion using water jets isespecially useful. In some instances, water jet propulsion can provide ahigh degree of maneuverability when used in conjunction with marinevessel controls that are specially-designed for use with water jetpropulsion systems.

It is sometimes more convenient and efficient to construct a marinevessel propulsion system such that the net thrust generated by thepropulsion system is always in the forward direction. The “forward”direction or “ahead” direction is along a vector pointing from thestern, or aft end of the vessel, to its how, or front end of the vessel.By contrast, the “reverse”, “astern” or “backing” directing is along avector pointing in the opposite direction (or 180° away) from theforward direction. The axis defined by a straight line connecting avessel's bow to its stern is referred to herein as the “major axis” ofthe vessel. A vessel has only one major axis. Any axis perpendicular tothe major axis is referred to herein as a “minor axis.” A vessel has aplurality of minor axes, lying in a plane perpendicular to the majoraxis. Some marine vessels have propulsion systems which primarilyprovide thrust only along the vessel's major axis, in the forward orbackward directions. Other thrust directions, along the minor axes, aregenerated with awkward or inefficient auxiliary control surfaces,rudders, planes, deflectors, etc. Rather than reversing the direction ofa ship's propeller or water jet streams, it may be advantageous to havethe propulsion system remain engaged in the forward direction whileproviding other mechanisms for redirecting the water flow to provide thedesired maneuvers.

One example of a device that redirects or deflects a water jet stream isa conventional “reversing bucket,” found on many water jet propulsionmarine vessels. A reversing bucket deflects water, and is hence alsoreferred to herein as a “reversing deflector.” The reversing deflectorgenerally comprises a deflector that is contoured to at least partiallyreverse a component of the flow direction of the water jet stream fromits original direction to an opposite direction. The reversing deflectoris selectively placed in the water jet stream (sometimes in only aportion of the water jet stream) and acts to generate a backing thrust,or force in the backing direction.

A reversing deflector may thus be partially deployed, placing it onlypartially in the water jet stream, to generate a variable amount ofbacking thrust. By so controlling the reversing deflector and the waterjet stream, an operator of a marine vessel may control the forward andbackwards direction and speed of the vessel.

A requirement for safe and useful operation of marine vessels is theability to steer the vessel from side to side. Some systems, commonlyused with propeller-driven vessels, employ “rudders” for this purpose. Arudder is generally a planar water deflector or control surface, placedvertically into the water, and parallel to a direction of motion, suchthat left-to-right deflection of the rudder, and a correspondingdeflection of a flow of water over the rudder, provides steering for themarine vessel.

Other systems for steering marine vessels, commonly used in water jetstream propelled vessels, rotate the exit or discharge nozzle of thewater jet stream from one side to another. Such a nozzle is sometimesreferred to as a “steering nozzle.” Hydraulic actuators may be used torotate an articulated steering nozzle so that the aft end of the marinevessel experiences a sideways thrust in addition to any forward orbacking force of the water jet stream. The reaction of the marine vesselto the side-to-side movement of the steering nozzle will be inaccordance with the laws of motion and conservation of momentumprinciples, and will depend on the dynamics of the marine vessel design.

A primary reason why waterjet powered craft are extremely efficient athigh speeds is the lack of appendages located bellow the waterline.Typical appendages that can be found on non-waterjet driven craft (i.e.,propeller driven) are rudders, propeller shafts, and propeller struts.These appendages can develop significant resistance, particularly athigh speeds.

The lack of appendages on waterjet driven craft also provides asignificant advantage in shallow water, as these craft typically havemuch shallower draught and are less susceptible to damage when runaground, as compared to craft with propellers bellow the hull.

Notwithstanding the negative effects on craft resistance, someappendages are of considerable value with respect to other craft dynamiccharacteristics. Although a significant source of drag at high speeds, arudder is a primary contributor to craft stability when moving forwardthrough the water, particularly when traveling at slow to medium speeds.

In simple terms, a rudder is a foil with a variable angle of attack.Actively varying the angle of attack (e.g., a turning maneuver) willincrease the hydrodynamic force on one side of the rudder and decreasethe hydrodynamic force on the opposite side, thereby developing a netforce with a transverse component to yaw the craft in the desireddirection.

When the rudder is maintained in a neutral position (e.g., movingstraight ahead) the rudder helps to maintain the craft on a steadycourse. Heading changes to the craft that are caused by external yawingdisturbances such as wind or waves and not rudder movements will changethe rudder angle of attack such that a yawing force will be developed atthe rudder in the opposite direction of the disturbance, therebyminimizing the effect of the disturbance. Other secondary effects ofappendages also contribute to craft stability such as developing drag ata point aft of the point of the applied thrust.

In contrast, most waterjet driven craft have little or no passiveability to develop restoring forces to counter outside yawingdisturbances. Yawing disturbances must be countered by actively changingthe direction of the waterjet stream through the use of a deflectingdevice such as a steering nozzle. Thus, an operator of a waterjet drivenvessel may constantly be moving the steering nozzle, e.g. with the helmcontrol, to counter the external yawing forces.

Another feature of some propeller driven craft that is lacking in mostwaterjet driven craft is the ability to develop a downward trimmingforce at the transom. Many craft are equipped with lifting devices knownas trim-tabs 200 or interceptors 206 Referring to FIG. 7, a trim tab 200can be thought of as a variable-angle wedge that mounts to the transom203 of a vessel and when engaged with a water stream creates upwardforce 204 on both the trim tab 200 and the hull bottom 205. Varying theActuator 201 position will create varying amounts of hydrodynamic force204 on the vessel. For example, extending the actuator 201 so as toactuate the trim tab further into the water stream will increase theangle of attack of the wedge, thereby increasing the hydrodynamic force204 on the vessel. In contrast, referring to FIG. 8, an interceptor 206,mounted to transom 203 of a vessel and actuated by actuator 207,intercepts the flow of water under the transom of the vessel with asmall blade 206 and creates an upward hydrodynamic force on the hullbottom 205. These devices that are found in both propeller and waterjetdriven craft can be actuated to develop a hydrodynamic lifting force atthe transom (stern) to trim the bow down, assisting the craft in gettingup on plane. Under some sea and/or weather conditions, however, it isdesired to bring the bow of the craft up in order to prevent “stuffing”.“Stuffing” is an undesirable and sometimes violent occurrence when thebow of a craft is forced down into the water such that some forwardportion of the craft is temporarily submerged. Trim-tabs 200 orinterceptors 206 are incapable of developing downward forces at thestern. However, craft equipped with trimable outboard or stern propellerdrives can substantially mitigate the occurrence of stuffing byactuating the position of the drive such that a downward force isdeveloped at the transom in addition to the primary forward component.

It should be understood that while particular control surfaces areprimarily designed to provide force or motion in a particular direction,these surfaces often also provide forces in other directions as well.For example, a steering nozzle, which is primarily intended to develop ayawing moment on the craft, in many cases will develop a rolling orhealing effect. This is due to the relative orientation of the nozzleturning axis. Referring, for illustration purposes, to FIG. 1c , it isto be appreciated that in many waterjet propelled craft, the rotationalaxis of the steering nozzle 12, 14 is orthogonal to the bottom surface16, 18 of the craft such that the rotational (transverse) thrustcomponent generated by the steering nozzle is applied in a directionparallel to the bottom surface of the craft. Because of, for example theV-shaped or deep V-shaped hull, the rotational thrust component isgenerated at an angle (with respect to a horizontal surface) close orequal to the dead rise angle of the hull at the transom, which therebycauses a rolling or healing moment in addition to a yawing (rotational)moment. The net rolling/healing force imposed on a dual waterjetpropelled craft can be equal to twice the force developed by a singlewaterjet. This is because the nozzles are typically controlled in unisonwhen a waterjet driven craft is in a forward cruising or transitingmode.

Similarly, trim tabs and interceptors 20, 22 are generally mounted atthe transom 24, close to the free surface of the water such that atrimming force is developed orthogonal or perpendicular to the bottomsurface 16, 18 of the hull at the transom. While the purpose of the trimtabs and interceptors is to develop up/down trimming forces at thetransom, an inward component is also developed because a force isdeveloped at an angle (with respect to a horizontal surface) close orequal to the dead rise angle of the hull at the transom plus 90 degrees.When both tabs or interceptors are actuated together, the sidecomponents cancel out and the net force is close to or exactly vertical.When one tab or interceptor is actuated more than the other, for examplewhen a rolling or healing force is desired, a side or yawing componentis developed, causing a turning effect as well. The relative magnitudeof the yawing component increases with increased dead rise angle.

BRIEF SUMMARY

Accordingly, there is a need for improved control systems and methods inmarine vessels.

According to one embodiment of a method of the invention, a method forcontrolling a marine vessel having first and second steering nozzles andfirst and second trim deflectors comprises generating at least a firstset of actuator control signals and a second set of actuator controlsignals, wherein the first set of actuator control signals is coupled toand controls the first and second steering nozzles, and the second setof actuator control signals is coupled to and controls the first andsecond trim deflectors. According the this embodiment, the acts ofgenerating the first set of actuator control signals and the second setof actuator control signals and coupling first set of actuator controlsignals and the second set of actuator control signals results ininducing a net minor yawing force to the marine vessel to port or tostarboard by maintaining the first and second steering nozzles in aneutral position and actuating one of the first and second trimdeflectors.

According to another embodiment of the method of the invention, a methodfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors comprises generating at least afirst set of actuator control signals and a second set of actuatorcontrol signals, wherein the first set of actuator control signals iscoupled to and controls the first and second steering nozzles, and thesecond set of actuator control signals is coupled to and controls thefirst and second trim deflectors. According the this embodiment, theacts of generating the first set of actuator control signals and thesecond set of actuator control signals and coupling first set ofactuator control signals and the second set of actuator control signalsresults in inducing a net yawing force to the marine vessel withoutinducing any substantial rolling forces to marine vessel, by actuatingeach of the first and second steering nozzles and one of the first andsecond trim deflectors.

According to another embodiment of the method of the invention, a methodfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors comprises generating at least afirst set of actuator control signals and a second set of actuatorcontrol signals, wherein the first set of actuator control signals iscoupled to and controls the first and second steering nozzles, and thesecond set of actuator control signals is coupled to and controls thefirst and second trim deflectors. According the this embodiment, theacts of generating the first set of actuator control signals and thesecond set of actuator control signals and coupling first set ofactuator control signals and the second set of actuator control signalsresults in inducing a net rolling force to the marine vessel withoutinducing any substantial yawing forces to the marine vessel by actuatingone of the first and second steering nozzles and one of the first andsecond trim deflectors.

According to another embodiment of the method of the invention, a methodfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors comprises generating at least afirst set of actuator control signals and a second set of actuatorcontrol signals, wherein the first set of actuator control signals iscoupled to and controls the first and second steering nozzles, and thesecond set of actuator control signals is coupled to and controls thefirst and second trim deflectors. According the this embodiment, theacts of generating the first set of actuator control signals and thesecond set of actuator control signals and coupling first set ofactuator control signals and the second set of actuator control signalsresults in inducing a net trimming force to the marine vessel withoutinducing any substantial rolling or yawing forces to the marine vesselby actuating each of the first and second steering nozzles and bycontrolling the first and second trim deflectors.

According to another embodiment of the method of the invention, a methodfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors comprises generating at least afirst set of actuator control signals and a second set of actuatorcontrol signals, wherein the first set of actuator control signals iscoupled to and controls the first and second steering nozzles, and thesecond set of actuator control signals is coupled to and controls thefirst and second trim deflectors. According the this embodiment, theacts of generating the first set of actuator control signals and thesecond set of actuator control signals and coupling first set ofactuator control signals and the second set of actuator control signalsresults in inducing a net stabilizing force to the marine vessel withoutinducing any substantial trimming forces to the marine vessel byactuating each of the first and second steering nozzles and by actuatingeach of the first and second trim deflectors.

According to another embodiment of the method of the invention, a methodfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors comprises generating at least afirst set of actuator control signals and a second set of actuatorcontrol signals. The first set of actuator control signals is coupled toand controls the first and second steering nozzles, and the second setof actuator control signals is coupled to and controls the first andsecond trim deflectors. The acts of generating the first set of actuatorcontrol signals and the second set of actuator control signals andcoupling first set of actuator control signals and the second set ofactuator control signals results in inducing any of a net yawing force,a net rolling force, and a net trimming force to the marine vesselwithout inducing any other substantial forces to the marine vessel bycontrolling the first and second steering nozzles and by controllingeach of the first and second trim deflectors.

According to one aspect of this embodiment of the method of theinvention, the method may further comprise automatically detectingparameters of the marine vessel and of any of the first and secondsteering nozzles and the first and second trim tabs during a maneuver ofthe marine vessel. According to another aspect of this embodiment of theinvention, the method may further comprise modifying the act of inducingany of the net yawing force, the net rolling force, and the net trimmingforce to the marine vessel to account for the detected parameters.

According to one embodiment of a system of the invention, a system forcontrolling a marine vessel having first and second steering nozzles andfirst and second trim deflectors, comprises a processor that isconfigured to provide a first set of actuator control signals and asecond set of actuator control signals, and wherein the first set ofactuator control signals are coupled to and control the first and secondsteering nozzles and the second set of actuator control signals arecoupled to and control the first and second trim deflectors. Accordingthe this embodiment, the processor is configured to provide the firstset of actuator control signals and the second set of actuator controlsignal so that for minor yaw movements of the vessel to port or tostarboard, the first and second steering nozzles are maintained in aneutral position and one of the first and second trim deflectors isactuated.

According to another embodiment of a system of the invention, a systemfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors, comprises a processor that isconfigured to provide a first set of actuator control signals and asecond set of actuator control signals, and wherein the first set ofactuator control signals are coupled to and control the first and secondsteering nozzles and the second set of actuator control signals arecoupled to and control the first and second trim deflectors. Accordingthe this embodiment, the processor is configured to provide the firstset of actuator control signals and the second set of actuator controlsignal so that a net yawing force is induced to the marine vesselwithout inducing any substantial rolling forces to marine vessel, byactuating each of the first and second steering nozzles and one of thefirst and second trim deflectors.

According to another embodiment of a system of the invention, a systemfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors, comprises a processor that isconfigured to provide a first set of actuator control signals and asecond set of actuator control signals, and wherein the first set ofactuator control signals are coupled to and control the first and secondsteering nozzles and the second set of actuator control signals arecoupled to and control the first and second trim deflectors. Accordingthe this embodiment, the processor is configured to provide the firstset of actuator control signals and the second set of actuator controlsignal to induce a net rolling force to the vessel without inducing anysubstantial yawing forces to the marine vessel, by actuating one of thefirst and second steering nozzles and by actuating one of the first andsecond trim deflectors.

According to another embodiment of a system of the invention, a systemfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors, comprises a processor that isconfigured to provide a first set of actuator control signals and asecond set of actuator control signals, and wherein the first set ofactuator control signals are coupled to and control the first and secondsteering nozzles and the second set of actuator control signals arecoupled to and control the first and second trim deflectors. Accordingthe this embodiment, the processor is configured to provide the firstset of actuator control signals and the second set of actuator controlsignal to induce a net trimming force to the marine vessel withoutinducing any substantial rolling or yawing forces to the marine vesselby actuating each of the first and second steering nozzles and bycontrolling the first and second trim deflectors.

According to another embodiment of a system of the invention, a systemfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors, comprises a processor that isconfigured to provide a first set of actuator control signals and asecond set of actuator control signals, and wherein the first set ofactuator control signals are coupled to and control the first and secondsteering nozzles and the second set of actuator control signals arecoupled to and control the first and second trim deflectors. Accordingthe this embodiment, the processor is configured to provide the firstset of actuator control signals and the second set of actuator controlsignal to induce a net stabilizing force to the marine vessel withoutinducing any substantial trimming forces to the marine vessel byactuating each of the first and second steering nozzles and by actuatingeach of the first and second trim deflectors.

According to another embodiment of a system of the invention, a systemfor controlling a marine vessel having first and second steering nozzlesand first and second trim deflectors, comprises a processor that isconfigured to provide a first set of actuator control signals and asecond set of actuator control signals. The first set of actuatorcontrol signals are coupled to and control the first and second steeringnozzles and the second set of actuator control signals are coupled toand control the first and second trim deflectors. The processor isconfigured to provide the first set of actuator control signals and thesecond set of actuator control signal to induce any of a net yawingforce, a net rolling force, and a net trimming force to the marinevessel without inducing any other substantial forces to the marinevessel by controlling the first and second steering nozzles and bycontrolling the first and second trim deflectors.

According to one aspect of this embodiment of the system of theinvention, the system may further comprise at least one detector thatautomatically detects parameters of the marine vessel and of any of thefirst and second steering nozzles and the first and second trim tabsduring a maneuver of the marine vessel. According to another aspect ofthis embodiment of the system of the invention, the system may furthercomprise an active control module that modifies any of the net yawingforce, the net rolling force, and the net trimming force to the marinevessel to account for the detected parameters.

BRIEF DESCRIPTION OF DRAWINGS

The foregoing and other advantages of the application will be more fullyappreciated with reference to the following drawings in which:

FIGS. 1a and 1c illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with no trimming or yawing forceinduced to the vessel;

FIGS. 1b and 1d illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with a bow up trimming force inducedto the vessel;

FIGS. 2a and 2c illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with no trimming or yawing forceinduced to the vessel;

FIGS. 2b and 2d illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with a bow down trimming force inducedto the vessel;

FIG. 3a illustrates an exemplary vessel comprising a dual waterjetnozzles and dual trim deflectors, with enhanced stabilitycharacteristics due to the configuration of the nozzles and trimdeflectors;

FIG. 3b illustrates an exemplary vessel comprising a dual waterjetnozzles and dual trim deflectors, with a restoring force induced to thevessel under the influence of an external influence on the vessel:

FIG. 3c illustrates an exemplary vessel comprising a dual waterjetnozzles and dual trim deflectors, with enhanced stabilitycharacteristics due to the outward pointing nozzles and lowered trimdeflectors;

FIGS. 4a and 4d illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with a turning to port force inducedto the vessel with the waterjet nozzles;

FIGS. 4b and 4e illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with a turning to port force inducedto the vessel with the trim deflectors:

FIGS. 4c and 4f illustrate an exemplary vessel comprising dual waterjetnozzles and dual trim deflectors, with a turning to port force and withlittle or no rolling force induced to the vessel with the waterjetnozzles and the trim deflectors;

FIG. 4g illustrates an exemplary vessel comprising dual waterjet nozzlesand dual trim deflectors, with a net rolling force and with little orsubstantially no yawing forces induced to the vessel with the waterjetnozzles and the trim deflectors;

FIG. 5A illustrates an exemplary control system diagram for a vesselcomprising dual waterjet nozzles, dual reversing buckets, and dual trimdeflectors;

FIG. 5B illustrates another embodiment of an exemplary control systemdiagram for a vessel comprising dual waterjet nozzles, dual reversingbuckets, and dual trim deflectors;

FIG. 6 illustrates an exemplary hydraulic schematic diagram for a vesselcomprising dual waterjet nozzles and dual trim deflectors;

FIG. 7 illustrates an exemplary embodiment of a trim tab mounted to atransom of a vessel;

FIG. 8 illustrates an exemplary embodiment of a trim interceptor mountedto a transom of a vessel;

FIGS. 9A and 9B illustrate an exemplary embodiment of a two-axis controldevice for controlling trim and roll of a vessel;

FIG. 10 illustrates an exploded view of the two-axis controller of FIG.9;

FIG. 11 illustrates one embodiment of a control system for controlling avessel comprising dual waterjet nozzles and dual trim deflectors, withimproved propulsive efficiency under certain conditions;

FIG. 12 illustrates an exemplary decoupled yaw control function moduleand corresponding signals for a vessel comprising dual waterjet nozzlesand dual trim deflectors;

FIG. 13 illustrates an exemplary decoupled roll control function moduleand corresponding signals for a vessel comprising dual waterjet nozzlesand dual trim deflectors;

FIG. 14 illustrates an exemplary decoupled trim control function moduleand corresponding signals for a vessel comprising dual waterjet nozzlesand dual trim deflectors;

FIG. 15 illustrates an exemplary stabilizing effect control functionmodule and corresponding signals for a vessel comprising dual waterjetnozzles and dual trim deflectors;

FIG. 16A illustrates one embodiment of control system for controlling avessel comprising dual waterjet nozzles and dual trim deflectors;

FIG. 16B illustrates an exemplary embodiment of a turning controlfunction module and corresponding signals for a vessel comprising dualwaterjet nozzles and dual trim deflectors, as implemented, for example,in the embodiment of the control system of FIG. 16A;

FIG. 16C illustrates another embodiment of control system including astabilizing control module, for controlling a vessel comprising dualwaterjet nozzles and dual trim deflectors;

FIGS. 17A and 17 B illustrate another embodiment of control systemincluding an active control module, for controlling a vessel comprisingdual waterjet nozzles and dual trim deflectors.

DETAILED DESCRIPTION

Accordingly, there is a need for a device to counter or mitigate outsideyawing disturbances on waterjet driven craft such that an operator isnot required to repeatedly compensate manually with helm adjustments,without placing appendages in the water that will slow the craft down athigh speeds or prevent the craft from operating is shallow water. Also,there is a need for a device that will allow a waterjet craft to developdownward trimming forces at the transom while moving forward in order tolift the bow under certain sea conditions. There is also a need todecouple the forces developed by the waterjets and trimming devices suchthat yawing, trimming and rolling forces can be applied individually andin combination without developing producing any unwanted motions orforces.

The system disclosed herein has several aspects. One aspect is thesystem is configured to individually control, for example, the angles ofdeflection of the waterjet nozzles while moving forward (at all speeds)for the purpose of increasing directional stability and applying adownward force to the craft at the transom for trimming the bow up.Individual control of waterjet nozzle angles while maneuvering at slowspeeds is a relatively common practice. However, it is standard practiceto control the nozzles in unison when moving forward at medium to highspeeds. This is because the maximum yawing force in a twin jet boat isachieved when both nozzles are deflected fully.

FIGS. 1a and 1c illustrate the net forces in both the X-Y plane, orhorizontal plane, and the X-Z plane, or vertical plane (as illustratedin the Figure), with waterjet nozzles 12, 14 in a neutral position. Ascan be seen, with the waterjets in the neutral position, there is nodownward force, in the X-Z plane provided to the vessel 10. According toone aspect of an embodiment of the invention, as shown in FIGS. 1b and1d , in a craft 10 equipped with waterjets 12, 14 that have a nozzlerotational axis perpendicular to the bottom of the boat 16. 18 and anon-zero dead rise angle of the hull (e.g. a V-shaped or deep V-shapedhull), the steering nozzles 12, 14 can be controlled so as to besymmetrically pointed outwards (see FIG. 1b ) to create a net downwardforce in the X-Z plane to the vessel 10 at the rear of the craft,thereby also trimming the bow of the vessel up. The magnitude of thisforce applied to the stern of the vessel is proportional to themagnitude of steering nozzle deflection and also to the thrust providedby the jets. If the thrust magnitudes provided by the nozzles 12, 14 areequal and the steering nozzle deflections are equal, any yawing forcedeveloped will be negligible.

FIGS. 2a and 2c illustrate the net forces in both the X-Y plane, orhorizontal plane, and the X-Z plane, or vertical plane (as illustratedin the Figure), with trim tabs 20, 22 in a neutral (non-actuated)position. As illustrated, there is no vertical force in the X-Z planeprovided to the vessel with the trim tabs in the neutral position.According to one aspect of an embodiment of the invention, as shown inFIGS. 2b and 2d , the bow can be trimmed down (the stern can be forcedup) in the X-Z plane by straightening the nozzles 12, 14 (keeping themin a neutral position) and by lowering the trim tabs 20, 22.

According to one aspect of an embodiment the invention, by combiningthese features as illustrated for example in FIG. 3a with the vesselunder no external influence, and FIG. 3b with the vessel under anexternal influence, in particular an embodiment of the control systemcan be configured to provide for pointing the nozzles 12, 14 outward andto also provide for lowering the trim tabs 20, 22, together to improvethe directional stability of the vessel 10, as is illustrated in FIGS.3a & 3 c. In particular, one advantage of this embodiment is that evenif no net trimming forces are desired to be provided to the vessel 10,the nozzles and trim tabs can still be positioned (e.g., FIG. 3c ) suchthat even though no net trimming force is developed (i.e., theindividual trimming forces are equal), directional stabilitycharacteristics are provided to the vessel.

In addition, an advantage of an embodiment of the invention features isillustrated for example in FIG. 3b with the vessel under an externalinfluence, which is that a condition is created whereby a restoringforce is developed in response to an external directional disturbance.As shown in FIG. 3b , the trim tab 22 that is located opposite thedirection of the bow movement as a result of the external directionalforce (for example the starboard side nozzle if the bow moves to port)encounters an increase in force acting on the trim tab due to anincrease in velocity and angle of attack, which results in a liftingforce on the vessel that increases and opposes the external disturbance.Conversely, the trim tab 20 on the same side as the bow movementexperiences a decrease in velocity and angle of attack, such that thelifting force on the vessel that would otherwise be in the samedirection of the disturbance decreases. The net result is a forcedeveloped by the trim tabs that opposes the external disturbance. Alsoreferring to FIG. 3b , the waterjets also develop a corrective force inresponse to an external directional disturbance. In particular, thiscorrective force in the waterjets is a result of an impedance of waterflow into the waterjet 12 on the same side of the bow movement resultingfrom the external influence, thereby resulting in a lower waterjet forceacting in the direction of the disturbance, and thereby creating adifferential force resulting from the combination of the waterjet 12 andthe waterjet 14 on the opposite side that opposes the externaldisturbance.

Yet another advantage of this embodiment is the increase in yawing forcesensitivity to nozzle displacements around the neutral position (nozzlespositioned symmetrically). This is because steering nozzles are oftensomewhat larger in diameter than the diameter of the jet of water thatpasses through the nozzle.

Referring to FIGS. 5 and 6, there is illustrated an exemplary systemdiagram and hydraulic schematic, respectively, of a control system thatcan be used to control a vessel including the waterjets 12, 14 and thetrim tabs 20, 22, along with other aspects of the vessel. Such a system,except for the aspect of controlling the trim tabs, is described incommonly owned U.S. patent application Ser. No. 10/891,873, which wasfiled on Jul. 15, 2004, and which is hereby incorporated by referenceherein in its entirety. Referring to FIG. 5A, the system diagramillustrates a control system for a marine vessel having two waterjetsnozzles, 558P and 558S, two reversing buckets, 552P and 552S, and twotrim deflectors, 554P and 554S. It is to be appreciated as is disclosedthroughout this application that the control processor unit 530generates output actuator control signals based on the input vesselcontrol signals received, for example, from vessel control apparatus 500and 520. Specifically, the operation of a vessel having two or morewaterjet nozzles, reversing buckets, and trim deflectors is accomplishedwith one or more control modules stored, for example, within controlprocessor unit 530, for calculating or generating the output actuatorcontrol signals provided by the control processor unit 530. As will beappreciated from the following description, such control modules cantake into account the design of the vessel, and the number andarrangement of the control surfaces and propulsion apparatus.

Control of a marine vessel having two waterjets nozzles, 558P and 558S,two reversing buckets, 552P and 552S, and two trim deflectors, 554P and554S can be accomplished, for example, with a vessel control stick 500(joystick) and a steering tiller 520, which could also be a helmcontroller (steering wheel), connected to provide vessel control signalsto a 24 volts DC control processor unit 530 (control box). The vesselcontrol unit 530 provides actuator control signals to a number ofdevices and actuators and receives feedback and sensor signals from anumber of actuators and devices. FIG. 5 only illustrates a few suchactuators and devices, with the understanding that complete control of amarine vessel is a complex procedure that can involve any number ofcontrol apparatus (not illustrated) and depends on a number of operatingconditions and design factors. Note that FIG. 5 is an exemplary systemdiagram, and as such, some lines are shown joined to indicate that theyshare a common cable, in this embodiment, and not to indicate that theyare branched or carry the same signals.

A set of output signals from the control processor unit 530 is providedto port and starboard reversing bucket proportional solenoid valves 540Pand 540S. The bucket proportional solenoid valves have coils, indicatedby “a” and “b” that control the hydraulic valve ports to move fluidthrough respective hydraulic lines to and from respective reversingbucket actuator 553P and 553S. The reversing bucket actuators 553P and553S can retract or extend to move the reversing buckets up or down toappropriately redirect the waterjet stream and provide forward orreversing thrust.

Another output of the control processor unit 530 is provided to thenozzle proportional valves 550P and 550S. The nozzle proportional valveshave coils, indicated by “a” and “b” that control the hydraulic valveports to move fluid through hydraulic lines to and from nozzle actuators551P and 551S. The nozzle actuators can retractor extend to move thenozzles 558P and 558S from side to side control the waterjet stream andprovide a turning force.

Another output of the control processor unit 530 is provided to thenozzle proportional valves 560P and 560S. The nozzle proportional valveshave coils, indicated by “a” and “b” that control the hydraulic valveports to move fluid through hydraulic lines to and from nozzle actuators555P and 555S. The nozzle actuators can retract or extend to move thetrim deflectors 554P and 554S to provide a trimming force to the vessel.

Additionally, an output of the control processor unit 530 providesactuator control signals to control a port and starboard prime mover, orengines 502P and 502S. An actuator may be any device or element able toactuate or set an actuated device. Here the engine's rotation speed(RPM) or another aspect of engine power or throughput may be socontrolled using a throttle device, which may comprise any of amechanical, e.g. hydraulic, pneumatic, or electrical device, orcombinations thereof.

According to an aspect of some embodiments of the control system of FIG.5A, an autopilot interface 538, as known to those skilled in the art,can receive and provide a vessel control signal to the control processorunit 530, which can be used to determine the herein described actuatorcontrol signals. For example, the autopilot interface 538 can be used tomaintain a heading or a speed. It is to be appreciated, however, thatthe autopilot interface 538 can also be integrated with the controlprocessor unit 530 and that the control processor unit 530 can also beprogrammed to comprise the autopilot 538.

FIG. 5B illustrates another embodiment of a control system for a marinevessel having two waterjets nozzles, 558P and 558S, two reversingbuckets, 552P and 552S, and two trim deflectors, 554P and 554S, whereinmanual control by a user of the system in combination with the systemcan be accomplished, for example, with a vessel control stick 510(joystick) for controlling movement of the vessel in the forward andreverse axis and port and starboard axis, and a steering helm 512 forcontrolling movement along a rotational axis, which are connected toprovide vessel control signals to the control processor unit 530(control box). Such as system, which provides intuitive control of thevessel to provide forces to vessel in substantially the same directionof the combination of the control stick 510 and the helm 512 isdescribed in commonly owned U.S. patent application Ser. No. 10/891,873,which was filed on Jul. 15, 2004, and which is hereby incorporated byreference herein in its entirety. In addition, a trim and roll controlpanel 514, including trim knob 516 and roll knob 518 can be used tocontrol the trim and roll forces induced to the vessel according to thevarious embodiments of the control system as described herein. It is tobe appreciated that like elements of the control system of FIG. 5A andFIG. 5B are labeled with like reference number and that any descriptionof these elements is not repeated for the sake of brevity.

It is to be appreciated the trim tabs 20,22 (and the steering nozzles12, 14) can be also controlled automatically to accomplish the resultantmovements of the steering nozzles and trim tabs, either alone or incombination, as disclosed herein.

Another aspect of an embodiment of the invention disclosed herein is theability to control the trim tabs or interceptors 20, 22 in conjunctionwith the steering nozzles 12, 14 to provide rolling, trimming and yawingforces on the vessel, either alone or in combination. For example, asshown in FIGS. 4a and 4d , turning the craft 10 with the waterjetnozzles 12, 14 alone can create a significant rolling force 30 (e.g.,counterclockwise when turning the nozzles to port) in addition to theyawing force 32 required. Also, as shown in FIGS. 4b and 4e , turningthe vessel 10 with trim tabs or interceptors 20, 22 alone will create arelatively small turning force 34, as compared to an entire range ofavailable turning force, and a significant rolling force 36 (e.g. aclockwise rolling force when extending the port trim tab). According toone aspect of the invention, the forces created by the steering nozzleswhich produce the counterclockwise rolling force, can be offset by theforces created by the trim tabs which produce the clockwise rollingforce in the opposite direction (See FIG. 4e ) of the rolling force 30created by the steering nozzles alone (as illustrated in FIG. 4d ).According to this aspect of the invention, by combining the control ofthe trim tabs/interceptors 20, 22 and the steering nozzles 12, 14 asdiscussed above, so as to, for example, actuate the trim tab 20 whilenot actuating the trim tab 22 (e.g. actuating one trim tab 20 outward)and so as to rotate the steering nozzles in unison as is illustrated incombination in FIGS. 4c and 4f , results in a desired turning force 40with any rolling effect to the vessel mitigated and substantiallyeliminated. Also, it should be appreciated that another advantage ofthis aspect of the invention is that minimizing or eliminating thesteering nozzle deflection in a turn of the vessel will reduce the speedloss, as nozzle deflection has an adverse effect on waterjet efficiency.It is to be appreciated that the movements of steering nozzles and trimtabs as illustrated in FIGS. 4a-4f are by way of example only toillustrate how the steering nozzles and trim tabs can be moved incombination to effect a net yaw force, e.g. in the port direction on thevessel 10 with a controlled rolling effect, and that other net yawingforces such as force in port direction with a controlled rolling effecton the vessel can also be created by the appropriate actuation of thecombination of the steering nozzles and trim deflectors or interceptors.

Referring to another embodiment as illustrated in FIG. 4g , there isillustrated another aspect of the invention that can induce a rollingmovement to the craft 10 and/or substantially eliminate unwanted yawingforces induced to the vessel. With this arrangement select trim tabs andsteering nozzles are activated to provide a desired rolling effect. Forexample, the port steering nozzle 12 and starboard steering nozzle 14can be deflected to starboard, at least slightly to cancel any unwantedyaw force 34 created by the trim tab 20 being activated (with the trimtab 22 either not activated or only slightly activated so that there isa difference in activation between the trim tabs 20, 22), so as toinduce a desired rolling force 42, e.g. in the clockwise direction, tothe vessel. It is to be appreciated that the movements of steeringnozzles and trim tabs as illustrated in FIG. 4g are by way of exampleonly to illustrate how the steering nozzles and trim tabs can be movedin combination to effect a net rolling force on the vessel 10 withlittle or substantially no yawing forces, and that other forces such asa rolling force on the vessel in counter clockwise direction 10 withlittle or substantially no yawing can also be created by the appropriateactuation of the combination of the steering nozzles and trim deflectorsor interceptors.

Given the ability to control the actuation of the steering nozzles andtrim tabs so as to decouple rolling, yawing and trimming forces that areapplied to a planing craft, it is desirable according to one aspect ofthe invention to provide separate or integrated control inputsinterfaced to a controller that can be used for commanding the trim,roll and yaw forces that are to be applied to craft by the waterjets andtrim deflectors. It is to be appreciated that according to thisdisclosure a trim deflector can be any of trim tabs as illustrated, forexample, in FIG. 7, and interceptor as illustrated, for example, in FIG.8 or any other transom mounted device used by those of skill in the artto develop lifting forces on a craft for trimming Referring to FIGS.9-10, there is illustrated an exemplary two-axis trim/roll controldevice 102 that can be, for example, mounted to a control joystick 101such that it can be manipulated using ones thumb or mounted, forexample, separately on the arm of a chair or console. Operation of thedevice 102 of FIG. 10 by a user, which is comprised of four switchesthat are integrated into one two-axis device, as integrated with acontroller according to an embodiment of the invention can be, by wayexample, as follows: when the device is pushed upward 250, the devicesignals a desired increase in bow trim to the controller. As long as thedevice is pushed upward, the controller, as described infra, willcontrol the combination of the steering nozzles and trim tabs orinterceptors to trim the bow up provided that there is sufficientmovement (stroke) available in the trim tabs and/or nozzles. Similarly,if the device 102 is pushed to the right 252, the device provides asignal to the controller, as described infra, which will control thecombination of the steering nozzles and trim tabs or interceptors sothat the craft will roll to starboard. As long as the device is pushedto the right, the craft will continue to roll to starboard provided thatthere is sufficient movement (stroke) available in the trim tabs and/ornozzles. Trimming the bow down and rolling to the vessel to port can beaccomplished with similar but opposite motions down 254 and left 256with the device, so that the device provides a signal to the controller,as described infra, which controls the combination of the steeringnozzles and trim tabs or interceptors so that the craft will effect suchmovements.

It is to be appreciated that the two-axis trim/roll control device 102shown in FIGS. 9A, 9B and 10 is one of many types of control devices asknown in the art that an operator can use to command different levels oftrim and rolling forces to be applied to the craft, and that accordingto one aspect of the invention any control stick that allows thesecommand movements by an operator can be used with the controller of theinvention. For example, although the two-axis device 102 shown in FIGS.9A, 9B & 10 is comprised of switches, other trim/roll controllers canutilize variable output transducers or potentiometers. Other trim/rollcontrols can use individual devices for roll and trim or four separatedevices for Bow Up, Bow Down, Roll Port and Roll Starboard, for example,four switches arranged in a diamond pattern.

Similar to the trim/roll controls, yaw forces can be commanded using aseparate device such as a helm 103 (See FIG. 11) or a tiller incombination with a controller of the invention. In most cases, turningof the helm will correspond to commanded yawing forces. However, in manyhigh speed craft it is desirable to also induce an rolling moment whileturning. Some problems with high-speed craft that do not roll properlyin a high-speed turn are, for example, slipping in the water andspinning-out. Also a craft that is unstable may roll outboard in a turnif there is too little induced roll or loose sight of the horizon in aturn if there is too much induced roll. It is appreciated that anoptimum amount of rolling moment while turning to be commanded by thecontroller depends on several factors such as hull shape, weightdistribution, desired turning radius and speed of the vessel. Too muchor too little roll may make the craft difficult to control in a turn oruncomfortable for the passengers. Accordingly, in many cases, it isadvantages according to one aspect of the invention to calculate andinduce a certain amount of roll in a turn using an algorithm 169 such asthe one shown in FIGS. 16A and 16C. Further description of an embodimentof a control system of the invention including a turning control modulewill be described in detail with reference to FIGS. 16A and 16C.

It is appreciated according to some embodiments of the invention thatdue to the adverse effect of backpressure on the water flow through thewaterjet, it is considerably more efficient to develop steering forcesfor small steering corrections of a vessel using trim tabs orinterceptors in lieu of waterjet nozzles. For example, it is appreciatedaccording to some embodiments of the invention that when making smallcorrections such as those desired to maintain a steady course or tocounter wind disturbances, a sufficient amount of yawing force can bedeveloped with the trim tabs or interceptors and it is typically notnecessary to actuate the steering nozzles to develop additional yawingforce or to counter the rolling effects of the trim deflectors. Someadvantages of this embodiment are that considerable increases in overallspeed or decreases in fuel consumption can be realized when operatingthis way. An exemplary algorithm for controlling movement of a vessel toprovide for such corrections is shown in FIG. 11, where a helm/autopilotswitch function module 104 can be switched between two states todetermine whether the vessel steering is controlled by the helm 103 orby an autopilot 109. The steering signal that is active (switched on) isfed through the switch function module 104 and provided to the input offour position function modules. It is to be appreciated the functionmodules 105-108 as illustrated in FIG. 11 can be, for example, separatecontrol modules in an overall control device, and can be implemented forexample in software, in hardware or in a combination of software andhardware. It is also to be appreciated that variations apparent to oneof skill in the art, such as for example, an integrated control routineimplemented on a processor are also with the scope of the invention.

Referring to FIG. 11, Port and Starboard Nozzle Position modules 105,106 both have significant deadband regions where the nozzles are notactuated in response to small steering commands provided by the switch104. As described above, this is to minimize the waterjet disturbanceand maximize the propulsive efficiency. The same steering command signalis also fed into the port and starboard Interceptor/Trim-tab Positionfunction modules 107, 108 where small steering corrections correspond tosignificant movements of the trimtabs or interceptors. By way ofexample, the turning-to-port maneuver illustrated in FIGS. 4b and 4e isan exemplary movement that can be effected by these modules, as thedesired turning force is relatively small. Consider a steeringcorrection to port commanded by the helm or autopilot that is less than⅓ of the maximum turning command to port. The Port and Starboardfunction modules 105, 106 both continue to output a straight ahead orneutral nozzle command 112, 113 to the respective port and starboardactuators and nozzles, the Port Interceptor/Trimtab function module 107outputs a substantial down command 114 to the port trim-tab 20 (seeFIGS. 4b and 4e ) and actuator combination, and the STBDInterceptor/Trimtab function module 108 outputs a significant up command115 to the starboard trimtab 22 (see FIGS. 4b and 4e ) and actuatorcombination, where maximum up is considered at least slightly above thewaterline.

Accordingly, one advantage of this embodiment of the invention is thatfor small relatively minor course corrections such as, for example, theones that would be desired to maintain a steady course, the rollcomponent developed by the trimtabs or interceptors is relatively smalland has little effect on the operation of the craft or passengercomfort. Of course, it is to be appreciated that the movements ofsteering nozzles and trim tabs as illustrated in FIGS. 4b-4e in responseto the embodiment of the controller of FIG. 11 are by way of exampleonly to illustrate how the trim tabs can be moved in combination toeffect a net yaw force in the port directions and that other net yawingforces such as force in starboard direction on the vessel can also becreated by the appropriate actuation of the combination of trimdeflectors or interceptors.

Notwithstanding the above-described case where only small correctionsare desired and significant efficiencies can be realized by actuatingonly the trimtabs or interceptors, desired substantial turning maneuversand trim/roll corrections will according to some embodiments of theinvention be effected with a combination of steering nozzle and trim tabor interceptor movements to achieve an optimum net result. In order todevelop the desired trim, roll, and yaw forces independent of each otherwith devices that each produce trim, roll and yaw components, accordingto some embodiments of the invention, the controller effectivelydecouples the forces. FIGS. 12, 13 and 14 show example control modulesthat decouple the yaw, roll and trim forces respectively. The controlmodules are shown without the steering nozzle deadband feature describedin FIG. 11 for small steering corrections, however, it is to beappreciated that this deadband feature can be added by simply adding adeadband to port and starboard nozzle position modules 124, 125 in thedecoupled yaw algorithm 116 (i.e., replace modules 124 and 125 withmodules 105 and 106 respectively). As previously explained, for thesmall corrections within the nozzle deadband, the rolling and yawingforces will not be decoupled, however, this is a generally acceptablecondition for small steering corrections.

Referring now to FIG. 12, there is illustrated one embodiment of adecoupled yaw controller 116 according to the invention, which receivesa yaw command 120 from the Helm 103 and becomes an input signal intofour separate function modules that produce the actuator positionsignals for the port and starboard nozzles 124, 125 and the port andstarboard trimtabs/interceptors 126, 127. Taking the example maneuvershown in FIGS. 4c and 4f , a yaw command to port will correspond to aPort Nozzle Position signal 128 and Starboard Nozzle Position signal 129that each direct corresponding nozzles 12 and 14 to be tuned to port.The same yaw command to port will actuate the port and starboardtrimtabs 20, 22 differentially. The Port trimtab Position module 126will develop an output signal 130 that directs the trim tab in the downdirection and conversely the STBD Trimtab Position module 127 willdevelop an output signal 131 that directs the trim tab in the updirection. As shown in FIGS. 4c and 4f , the net result is that therolling forces developed by the nozzles and trim tabs are in oppositedirections and effectively cancel each other out or produce a small ornegligible rolling force 38 while the yawing components are in the samedirection and combine to produce a significant yawing force 40. It is tobe appreciated that the movements of steering nozzles and trim tabs asillustrated in FIGS. 4c and 4f are by way of example only to illustratehow the steering nozzles and trim tabs can be directed by these controlmodules to move in combination to effect a net yaw force with little orno rolling forces, e.g. in the port direction on the vessel 10, and thatother net yawing forces with little or no rolling forces such as a forcein starboard direction on the vessel can also be created by theappropriate actuation of the combination of the steering nozzles andtrim deflectors or interceptors by these control modules.

Referring now to FIG. 13, there is illustrated one embodiment of adecoupled roll controller 117 according to the invention. As shown inFIG. 13, a roll command 121 from the Helm 103 and/or Trim/Rollcontroller 102 becomes an input signal into four separate functionmodules that produce the actuator command signals for the port andstarboard nozzles 132, 133 and the port and starboardtrimtabs/interceptors 134, 135. Taking by way of example, the maneuvershown in FIG. 4g , a roll command to starboard (clockwise) willcorrespond to a Port Nozzle Position signal 136 and a Starboard NozzlePosition signal 137 provided to nozzles 12 and 14 that corresponds toturning to starboard. The same roll command to starboard is provided tothe port trimtab position module 134 and the starboard trimtab positionmodule 135, which actuate the port and starboard trimtabs 20, 22differentially such that the Port Trimtab Position module 134 developsan output signal 138 that corresponds to actuating the port trim tab inthe down direction and the STBD Trimtab Position module 135 develops anoutput signal 139 that corresponds to actuating the starboard trim tabin the up direction. As shown in FIG. 4g , the net result is that theyawing forces developed by the steering nozzles and trimtabs are inopposite directions and effectively cancel each other out while therolling components are in the same direction and combine to produce asignificant clockwise rolling force 42. It is to be appreciated that themovements of steering nozzles and trim tabs as illustrated in FIG. 4gand as directed by the function modules of FIG. 13 are by way of exampleonly to illustrate how the steering nozzles and trim tabs can be movedin combination to effect a net rolling force on the vessel 10 withlittle or substantially no yawing forces, and that other forces such asa rolling force on the vessel in counter clockwise direction with littleor substantially no yawing can also be created by the appropriateactuation of the combination of the steering nozzles and trim deflectorsor interceptors.

Referring now to FIG. 14, there is illustrated one embodiment of adecoupled trim controller 118. As shown in FIG. 14, the trim command 122as provided, for example, by the Trim/Roll controller 102 becomes aninput signal into four separate function control modules 140, 141, 142,and 143 that produce the actuator command signals for the port andstarboard steering nozzles and the port and starboardtrimtabs/interceptors. Taking by way of example the maneuver shown inFIGS. 1b and l d, a bow-up command will correspond to a port nozzleposition signal 144 that moves the Port Nozzle 12 to port and astarboard nozzle position signal 145 that moves the starboard nozzle 14to starboard, creating a net down force at the transom. The portinterceptor/trimtab function module 142 and the starboardtrimtab/interceptor function module 143 will output a portinterceptor/trimtab position signal 146 and a starboardinterceptor/trimtab position signal 147 that correspond to moving bothtrimtabs 20, 22 in the up direction. Also shown functionally in FIG. 14and by way of example is the maneuver illustrated in FIGS. 2b and 2d ,wherein, for example, pushing the Trim/Roll controller in the bow-downdirection will move the port nozzle in the starboard direction and thestarboard nozzle in the port direction (turning the nozzles inward),thereby reducing the down force that is created on the vessel at thetransom by the nozzles.

Additionally, both the port and starboard trim tabs will be lowered asdirected by the port and starboard interceptor/trimtab position modules142, 143, thereby increasing the upward force on the vessel at thetransom. Because the forces that are developed by the steering nozzlesand the trimtabs are symmetric with respect to the vertical axis, thehorizontal forces cancel out and a substantial upward or downward forceas illustrated by the two examples above, is created without asignificant yaw or roll component. As indicated by the dotted lines infunction modules 140 and 141, it is typically not necessary to point thenozzles inward when creating an upward force at the transom, as thetrimtabs are capable of developing significant upward force withoutimpeding the water flow through the waterjet.

Referring now to FIG. 15, there is illustrated one embodiment of astabilizing controller 119. As shown in FIG. 15, according to someembodiments of the invention a stabilizing control module 119 comprisingcontrol modules 148, 149, 150 and 151 can be implemented to createsimultaneous upward forces on the stern of the vessel by lowering thetrimtabs, and to create simultaneous downward forces by moving thesteering nozzles 148, 149 outward. It is appreciated that while net thevertical forces created by these control module actuating the steeringnozzles and trim tabs can be configured to effectively cancel out, oneaspect of this embodiment as illustrated in FIG. 15 is that the timtabs20 and 22 are now lowered into the water stream moving under the craftwhere they can significantly contribute to the craft stability. Anexample maneuver implemented by this embodiment of the controller isillustrated, for example, in FIGS. 3a and 3b . In addition to thecorrection forces developed by the trimtabs, it can also be seen fromthe movement illustrated in FIG. 3b , as has been described above withrespect to FIG. 3b , that a change in heading of the vessel, for example(to port), due to an external disturbance on the vessel will impede theinlet flow of water into the port waterjet, decreasing the thrustdeveloped by the port nozzle 12 such that an additional corrective forceis created on the vessel. Thus one advantage of the control module ofFIG. 15 is that it, either automatically or in response to a commandfrom a controller, can actuate the steering nozzles and the trim tabs ofa vessel to improve the craft stability without inducing any substantialor no trimming forces. The Stabilizing Demand signal can be provided byan individual control device such as a control knob/potentiometer orcould be calculated internally in the control system, for example, basedon a parameter such as craft speed.

Referring now to FIG. 16A, there is illustrated one embodiment of asteady state control system according to the invention. One embodimentof the control system of the invention integrates the three decoupledforce control modules discussed above with respect to FIGS. 12-14, suchthat one set of control apparatus (e.g., helm controller 103 & trim/rollcontroller 102) will allow the craft operator to independently commandone, two or all three of the decoupled forces (trim, roll, yaw) on thevessel without the individual forces significantly effecting each other.For the embodiment of the control system as shown in FIG. 16, trim, rolland yaw forces are applied to the craft and are controlled by the helmcontroller (steering wheel) 103 and two-axis trim/roll controller 102. Ahelm command signal 110 provided by the helm controller (steering wheel)103 typically relates to course corrections or turning the craft. It isappreciated according to some embodiments of the control system that inmost planing craft it is also desirable to apply a rolling force to thevessel when implementing a turning maneuver, as it is easier and saferto execute a turn if the craft is rolling in the direction of the turn(e.g., roll to port when turning to port). The amount of rolling forcethat should be provided to the vessel depends on factors such as hullshape, weight distribution (vertical center of gravity {VCG}), desiredturning radius and vessel speed. According to some embodiments of thecontrol system of the invention as illustrated in FIG. 16A, it isadvantageous to implement a control module 169 that determines an amountof yaw and roll forces to be provided to the vessel in a turn.

As illustrated in FIG. 16B, the turn control module receives the turncommand and the craft speed, and from determines yaw and roll forces toexecute the turn with a desired an optimum amount of roll. Inparticular, the turning control module 169 receives the turn commandinput 110 from the helm 103 and determines the required yaw force 120via the turn/yaw module 251. The turn/roll module 252 generates a rollfactor based on the turn command 110 that is forwarded to the Roll/SpeedGain Schedule 253 and multiplied by a gain (K_(SPEED)) that isdetermined by the craft speed 165 using either a gain schedule ormathematical relationship. Referring back to FIG. 16A, the roll demand166 is then combined with the roll demand from the trim/roll controlunit 167 at the summing module 168.

It is also to be appreciated that according to some embodiments of thecontrol system of the invention as illustrated, for example, in FIG.16C, the stabilizing control module of FIG. 15 can be added to thecontrol system shown in FIG. 16 without affecting the trim, roll and yawcontrol functions provided by the system. This is because there is nonet trim, roll or yaw force applied to the craft when the craft istraveling in the straight-ahead direction. The stabilizing correctionforces are developed as a result of a craft heading change, for example,do to an external disturbance.

Considering now the operation of the embodiment of the control system ofFIG. 16, the turning control module 169 receives a steering commandsignal from the helm 110, a speed command signal 164 from, for example,a GPS receiver device or a speed sensor. Based on the desired turn rate110 and craft speed 165, the required yaw 120 and roll 166 forces can bedetermined by the turning control module, which provides as an output ayaw command signal 120 and a roll command signal 166. In response to theyaw command signal 120, the yaw controller 116 will determine the nozzleand trimtab/interceptor movements to be actuated to develop the desiredyaw force on the vessel without significantly affecting the net trim androll forces applied to the vessel, as has been discussed herein. A totalroll command signal 121 is provided by a roll summing control device168, which is a sum of the roll command signal 166 for the turn and asteady state roll command signal 167 from the two axis controller 102.These two signals are summed by the roll summing control module 168 andfed into the decoupled roll control module 117, wherein the actuatorsignals are determined for the nozzles and trimtab/interceptors todevelop the roll force to be induced to the vessel without significantlyeffecting the net yaw and trim force induced to the vessel, as has beenpreviously described in reference to FIG. 13. A third trim command 122signal, is provided by the up-down axis of the trim/roll switch 102 andforwarded directly to the decoupled trim control module 118, wherein theactuator signals are determined for the nozzles andtrimtabs/interceptors to develop the trim forces to be induced to thevessel without significantly affecting the net yaw and roll forces thatare to be induced to the vessel. The port nozzle actuation signals thatare to be provided to the port steering nozzle to fulfill the trim, rolland yaw demands are summed at the port nozzle summing device 170 andforwarded to the port nozzle actuator controller as the port nozzleposition signal 174. Similarly, the starboard nozzle actuation signals,the port trimtab/interceptor actuation signals and the starboardtrimtab/interceptor actuation signals are summed by a respectivestarboard nozzle summing device 171, port trimtab, interceptor summingdevice 172, and starboard trimtab/interceptor summing device 173, andforwarded to the respective actuator controllers as starboard nozzleposition signal 175, port interceptor/trimtab position signal 176 andstarboard interceptor position signal 177.

Referring now to FIGS. 17A and 17B, there is illustrated anotherembodiment of a control system of the invention. This embodiment of thecontrol system also includes an active ride control system 191, whereinactual craft motion is sensed and the yaw command signal 120, rollcommand signal 121, and trim command signal 122, as discussed above withrespect to FIG. 16, are modified in real time in response to the actualcraft motion. It is to be appreciated that the embodiment of the controlsystem illustrated in FIGS. 17A and 17B has the same decoupled forcemodules 116, 117, 118 and summing modules 168, 170, 171, 172, 173 as thesystem illustrated in FIG. 16, and that for the sake of brevity thedescription of these modules will not be repeated. One additionalfeature that is provided by the control system of FIGS. 17A and 17B,however, is that the active force control modules 194, 195, 196 receivereal-time speed and position data and adjust (correct) the yaw 120, roll121, and trim 122 command signals to compensate for differences betweenthe actual craft response and the commanded (desired) craft response.

Another advantage of the control system of FIGS. 17A and 17B is that theride control module 191 will effectively respond to and compensate foroutside disturbances such as wind and waves that will affect the craftmotion. For example, it is illustrative to compare the operation of thecontrol system of FIG. 16, without the active ride control module, tothe control system of FIGS. 17A and 17B with the active ride controlmodule. By way of example, let's take the roll command signal 121, whichmay correspond to a zero roll force value (i.e., there is no roll forcerequirement to achieve the desired craft orientation). If the craft wereto roll to port in response to an influence external to the controlsystem such as a wave or wind gust, the embodiment of the control systemillustrated in FIG. 16 would need the operator of the system to push thetrim/roll controller 102 in the starboard direction to compensate forthe external disturbance force, if it is to be compensated for, whichwould result in the control system issuing the position control signalto move the port interceptor down, the starboard interceptor up, andboth of the port and starboard steering nozzles to the starboarddirection. In contrast, the system illustrated in FIGS. 17A and 17B,will sense the roll movement of the vessel, for example, via a roll orincline sensor and forward the roll position signal 180 to the activeroll control module 195. The active roll control module 195 will thenmodify the roll command signal 121 to include a starboard roll force tocounter the port craft roll due to the external wind/wave disturbanceand forward the corrected roll command signal 193 to the decoupled rollmodule 117. It is to be appreciated that the operation of the system ofFIGS. 17A and 17B have been described by way of example to an externalrolling force operating on the vessel, which is corrected by the systemand the system will work similarly to provide yaw and trim correctionsfor external yaw and trimming forces induced to the vessel. It is to beappreciated that although the ride control module receives data for andcompensates for all of trim, roll, and yaw, that the ride control modulecan receive data for and compensate for any one of or any combination ofthese parameters.

It should be appreciated that the concept described herein, inparticular, individually controlling trim tabs in combination withsteering nozzles to induce desired trimming, yawing and rolling forcesto a vessel, as well as to mitigate undesired trimming, yawing androlling forces, can also be used with other types of propulsed vessels.For example, by individually activating trim tabs in combination withoutboard motors, inboard/outboard drives, stern drives, including singleand dual-propeller type drives, as well as Arneson drives. It is to beappreciated that the shape and curves of each of the control modules areshown by way of example, and that the shape of the curves and locationsof key operating points of these various modules as described herein canchange based on the specifics of the application, such as, the shape andsize of the hull, speed of the vessel, and various other parameters ofthe application in which the system and method of the invention are tobe used.

According to another aspect of the invention, it should be appreciatedthat the shape of the trim tabs can be modified, e.g. optimized, to varyand optimize performance of the herein described forces provided to thevessel. For example, a fin can be added to the trim tabs to improve thestability provided by the trim tabs to the vessel. Having now describedsome illustrative embodiments of the invention, it should be apparent tothose skilled in the art that the foregoing is merely illustrative andnot limiting, having been presented by way of example only. Numerousmodifications and other illustrative embodiments are within the scope ofone of ordinary skill in the art and are contemplated as falling withinthe scope of the invention. In particular, although many of the examplespresented herein involve specific combinations of acts or systemelements, it should be understood that those acts and those elements maybe combined in other ways to accomplish the same objectives. Acts,elements and features discussed only in connection with one embodimentare not intended to be excluded from a similar role in otherembodiments.

It should also be appreciated that the use of ordinal terms such as“first”, “second”, “third”, etc., in the claims to modify a claimelement does not by itself connote any priority, precedence, or order ofone claim element over another or the temporal order in which acts of amethod are performed, but are used merely as labels to distinguish oneclaim element having a certain name from another element having a samename.

What is claimed is: 1.-28. (canceled)
 29. A method for controlling amarine vessel having first and second steerable propulsors and first andsecond trim deflectors, comprising: at least one of: inducing a netyawing force to the marine vessel by controlling at least one of thefirst and second steerable propulsors while at least partiallycountering a rolling force produced by the at least one of the first andsecond steerable propulsors by controlling at least one of the first andsecond trim deflectors; or inducing a net rolling force to the marinevessel by controlling at least one of the first and second trimdeflectors while at least partially countering a yawing force producedby the at least one of the first and second trim deflectors bycontrolling at least one of the first and second steerable propulsors.30. The method of claim 29, wherein the method comprises inducing thenet yawing force, wherein the net yawing force is a first net yawingforce, and the method further comprises inducing a second net yawingforce to the marine vessel to port or to starboard by maintaining thefirst and second steerable propulsors in a neutral position andcontrolling at least one of the first and second trim deflectors. 31.The method of claim 29, wherein the method further comprises: inducing anet trimming force in a down direction to a stern of the marine vesselby controlling each of the first and second steerable propulsors. 32.The method of claim 29, further comprising increasing the stability ofthe marine vessel by controlling each of the first and second steerablepropulsors and by controlling each of the first and second trimdeflectors.
 33. The method of claim 29, further comprising receiving afirst vessel control signal from a first vessel control apparatus havingat least two degrees of freedom, the first vessel control signalcorresponding to a movement of the first vessel control apparatus alongat least one degree of freedom.
 34. The method of claim 33, furthercomprising receiving a second vessel control signal that corresponds tomovement of a second vessel control apparatus along at least one seconddegree of freedom.
 35. The method of claim 33, wherein a first degree offreedom of the first vessel control apparatus controls a net rollingforce induced to the marine vessel, and a second degree of freedom ofthe first vessel control apparatus controls a net trimming force inducedto the marine vessel.
 36. The method of claim 33, further comprisingreceiving a second vessel control signal from an autopilot controller.37. The method of claim 29, wherein each of the first and secondsteerable propulsors comprises a propeller, or a waterjet with asteering nozzle.
 38. The method of claim 29, further comprisingcontrolling at least one of the first and second steerable propulsorsand at least one of first and second trim deflectors in combination soas to induce a desired amount of roll in a turn.
 39. The method of claim29, wherein the first and second trim deflectors are configured togenerate a hydrodynamic lifting force.
 40. The method of claim 39,wherein each of the first and second trim deflectors comprises a trimtab or an interceptor.
 41. A system for controlling a marine vesselhaving first and second steerable propulsors and first and second trimdeflectors, comprising: a processor that is configured to induce, to themarine vessel, at least one of: a net yawing force by controlling atleast one of the first and second steerable propulsors while at leastpartially countering a rolling force produced by the at least one of thefirst and second steerable propulsors by controlling at least one of thefirst and second trim deflectors; or a net rolling force by controllingat least one of the first and second trim deflectors while at leastpartially countering a yawing force produced by the at least one of thefirst and second trim deflectors by controlling at least one of thefirst and second steerable propulsors.
 42. The system of claim 41,wherein the processor is further configured induce a net yawing movementof the vessel to port or starboard by actuating at least one of thefirst and second trim deflectors with the first and second steerablepropulsors maintained in a neutral position.
 43. The system of claim 41,wherein the processor is further configured to induce a net trimmingforce to the stern of the marine vessel in an up direction or a downdirection by controlling each of the first and second steerablepropulsors and by controlling the first and second trim deflectors. 44.The system of claim 41, wherein the processor is configured to increasethe stability of the marine vessel by controlling each of the first andsecond steerable propulsors and by controlling each of the first andsecond trim deflectors.
 45. The system of claim 41, further comprising afirst vessel control apparatus having at least two degrees of freedomthat provides a first vessel control signal corresponding to a movementof the first vessel control apparatus along at least one degree offreedom.
 46. The system of claim 45, wherein the first vessel controlapparatus comprises a two-axis control device.
 47. The system of claim46, wherein a first axis of the two-axis control device controls a netrolling force induced to the marine vessel and a second axis of thetwo-axis control device controls a net trimming force induced to themarine vessel.
 48. The system of claim 41, further comprising a vesselcontrol apparatus providing a vessel control signal corresponding tomovement of the vessel control apparatus.